Railroad-rail for use on curves.



G. LANGFORD.

' RAILROAD RAIL FOR USE ON CURVES.

APPLICATION FILED 111AY|9.1915.

1 glgfififi 'Patented Jan. 16, 1917.

li ij565" I I GEORGE LANGFORD, OF JOLIET, ILLINOIS, ASSIGNOR TO AMERICAN McKENNA PROCESS COMPANY, OF MILWAUKEE, WISCONSIN, A CORPORATION OF WISCONSIN.

RAILROAD-RAIL FOR USE ON CURVES.

Application filed May 19, 1915.

' To all whom it may concern Be it known that I, GEORGELANGFORD, a citizen of the United States, residing at J oliet, in the county of Will and State of Illinois, have invented a certain new and useful Improvement in Railroad-Rails for Use on Curves, of which the following is a full, clear, concise, and exact description,

reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to an improvement in railroad rails for use on curves.

The object of the present invention is to provide an improved rail for use on the inner or lower side of curved track, which rail is standard in all substantial dimensions except as to width of top of head which is herein designated as tread.

A further object is to provide a rail for the purpose above specified which will be usabl with standard rails to form a track and which rail will have a greater strength of joint than a standard joint.

I am familiar with a certain type of rail for use on the inner or lower side of curved track, such as has been proposed in the prior art. I find that such. rails have not come into general use because of inherent disadvantages to which they are subject. These rails do not conform to any standard either as to the dimensions of the section, or as to the dimensions for the joints. The bearing surfaces between the bottom of the head of the rail and the angle-plate or joint are insufficient so that the strength of the joint is greatly decreased. The angle-bars also stick out from the side of the rail, and under wear of the rail the flanges of the car wheels shortly strike the angle bars causing damage to both track and wheels. Due to a difference in height and general dimensions with this type of rail, an offset joint must be provided or there will be a change of gage where this type of rail joins a standard rail at either end of curves. There is also great difficulty metallurgically in producing this type of rail, inasmuch as the thick lumpy head has a smaller ratio of surface for cooling than have the web and flange. Consequently the rail is subject to internal stresses of a serious character which materially weaken it.

A further disadvantage is that the rail proposed by the prior art can be produced Specification of Letters Patent.

Patented Jan. 16, 1917.

Serial No. 29,042.

. further modification. Fig. 4 illustrates diagrammatically the manner in which the narrow tread rail is employed in forming curved track.

In Fig. 1, I have shown a symmetrical rail having a flange 1 and a web :2 having the dimensions and proportions of the particular standard rail to which the same may be connected to form a track. The head 3 is formed with a narrow tread 4 and sloping sides 5 and 6 which may be varied to control the width of the tread 4. The bottom part of the head 3 is formed with suitable hearing surfaces 7 and 8 which are form d of a width great enough to secure ample bearing surface between the bottom of the rail head and the tops of the angle-bars- 9 and 10. The rail head 3 has at its bottom portion substantially the full width of the standard rail with which this rail is used in forming a track. The flange 1 has the bearing surfaces 11 and 12 which cooperate with the bottom partsof the angle-bars 9 and 10 in forming the rail joint. The. angle-bars 9 and 10 are both standard so that a joint may be formed between the rails shown in Fig. 1 and standard rails to which the same corresponds without the employment of special or off-set angle-bars or other special fittings. The rail, shown in Fig. 1, has substantially the same height as a standard rail to which it corresponds, it has substantially the same width of base, thickness of web and depth of head and flange as standard rails.

special rail, such as has been constructed in the rior art. By having less metal in the hea the ideal condition of having a rail of uniform thickness, both as to head, web and flangeis more nearly approached than in any standard type of rail. This means that the internal stresses will be less and that the rail will come out of the rolls more nearly straight and less labor of straightening will be required.

I wish it understood that when I refer to a narrower tread that I mean to desi nate a substantially narrower tread, for example, two-thirds or less of the width of the standard rail with which the narrow tread rail coiiperates in forming a curved track.

As compared with narrow tread rails, as previously constructed for this purpose, the present rail has the advantage of having a stronger joint, in that full bearing surface between the bottom of the head and the top of the angle-bars is secured. The angle bars 9 and 10 do not project beyond the side of the rail head and hence there is no danger of the wheel flanges striking the ang1ebars and causing damage. Since the rail is of substantially the same height as the standard rail no lip or oil-set of any magnitude is formed. In the form shown in Fig. 2, I have constructed a narrow tread rail for use on curves on the inner or lower rail on curved track, in which the inside or flange side of the head is formed of substantially the same contour as the new standard rail. The tread 4 is narrow as in the rail shown in Fig. 1. The side 6 of the head is of substantially the same profile as that of standard rail to which this rail is joined, so that no lip or elf-set is formed at the junction point between the rail shown in Fig. 2 and the standard rail. The side 5 of the rail head 3 is sloped quite sharply so as to allow of a full bearing 7 between the base of the head and the top of the angle bar 9. By suitably varying the slope of the side 5 a greater or less width of tread 4 may be secured. The bearing surface 8 between the base of the head and ,the angle bar 10 is made to correspond with that obtaining in a new standard rail in the same manner as the bearing surface 7 so that standard anglebars 9 and 10 may be used.

This style of rail may be constructed in accordance with the process set out in my copending application, Case No. 2, from worn rails which would otherwise be scrapped, but I wish it distinctly understood that the shapes which are mentioned in this case are not limited to being formed from worn rail of the same weight with which it is to be used, but may be produced from other weights of worn rail or from the billet." The advantage of the rail, shown. in F ig.2, is that the rail is standard throughout with the exception of the narrow tread and the sloping face 5. There is a considerable advantage in the form: shown in that this form automatically compensates as to width of tread tor the wear of the rail, As the flanges of the car wheels wear away the side 6 the tread of the rail would tend to become narrower. This, however, is elf-set by the sloping side 5, which,'as the tread of therail is worn away, would tend to in crease the width of tread. The two causes, namely, the wearing away of the tread 4 and the side 6 operate to maintain the width of tread on the rails substantially constant. This form of rail has all the advantages set out in connection with the forms shown in Fig. l, with the additional advantage that the inside or flange sideof the rail is flush with the standard rail so that no lip or ofiset of any kind is formed between the tread and side of the rail, shown in Fig. 2, and the standard rail with which it is used.

In Fig. 3 I have illustrated another type of rail in which the tread 4 is also narrow, the side of the head 6 is formed in the outline of new standard rail, the bearing sur-' face 8 corresponds with a new standard rail and the web and flange dimensions are standard throughout, but in which the hearing surface 7 has been raised so as to increase the depth of fishing and to increase the depth of the angle bar 13 which is employed between the shoulder 7 and thebase of the rail. 3 is sloped as shown'at 5 in order to control the width of head and the width of bearing 7 at the base. This obtains a greater strength at the joint since for a given weight of metal the strength of the side has been increased by moving the shoulder 7 up- The outside of the rail head angle bar 13 a stronger joint is obtained on this side than on the other side which employs a standard angle-bar 10.,

I have deemed it unnecessary to show the lower part of the rails, shown in Figs. 2 and 3, inasmuch as they conform to the standard with which this rail is to be employed and are similar in all substantial respects to the base and web shown in Fig. 1.

In Fig. 4, I have illustrated a section of curved track in which the outer rail 14 is formed of standard rail having a full tread and the inner rail on the curve 15 is formed with the narrow tread of any of the types shown in Figs. 1, 2 and 3. Where the rails shown in Figs. 1 and 2 are employed for the curved inner rail 15, standard angleplates 9 and 10 may be employed for forming the joints throughout. l/Vhere the form of rail, shown in deeper angle-bar 13 is employed on the outer side of the rail 15 in joining the rails of the type, shown in Fig. 3, together or in joining a rail of that type to a standard rail.

The rails, shown in Fig. 3, have the particular advantage of being capable of being formed from very badly worn rails as is set out in my copending application, Case No. 2, but I do not intend to limit the production of this type of rails to the method disclosed therein.

It can be seen that by forming a narrow tread rail which is to be used on the inner or lower side of curves, I am able to effect a great saving of wear both of rails and wheels and also effect a saving in the motive power employed, as is understood in the art.

One particular advantage which I secure by the types of rails shown in Figs. 1, 2 and 3 is that standard dimensions obtain throughout so that special fittings, off-set joints and the like are unnecessary. However, I do not limit my invention to absolute dimension, but intend that within reasonable limits variations in outlines and dimensions may be made. I wish to state particularly that the depth of the head and width of the head and tread may be varied as found desirable. The greatest efiiciency of construction is also obtained since the rail, constructed according to my invention, requires less weight per yard for a given effect. T he rail oints are protected and do not project where they might be struck by the wheel flanges. Suflicient bearing surfaces between the angle-bars and the base of the head prevail throughout so that a joint of ample strength is secured.

What I claim as new and desire to protect by Letters Patent of the United States is the following:

1. A railroad rail of the class described comprising a rail substantially standard in all dimensions except as to the width of tread, the tread being narrower than the standard width.

2. A railroad rail for the purpose described having substantially standard web and flanges and a narrow tread, the head having a sloping side face on the outside of the rail said rail being of standard contour and dimensions of the gage side.

3. A railroad rail having substantially Q pies of this patent may be obtained for standard dimensions as to the height of the rail, the width of the base of the rail, thickness of the web, depth of head and flange, but having a narrow tread, said rail having full bearing surfaces between the base of the rail and the angle-bars for forming the joint, and a sloping side on the outside of the rail for controlling the width of tread.

4. In combination a track comprising a standard rail on the upper side of the curve, a tangent standard rail connected thereto, an inner narrow tread rail on the lower side of the curve and a tangent standard rail connected thereto, said narrow tread rail being standard in substantially all dimensions except as to width of tread.

5. A section of curved track comprising a standard outer rail and an inner rail having substantially standard dimensions throughout, except as to width of tread, said tread being narrower than the width of tread of the outer rail, this narrow tread rail being substantially standard as to height of rail, width of base, thickness of web and depth of flange.

6. A railroad rail substantially standard in all dimensions except as to width of tread and depth of fishing on the outside of the rail, and having a sloping side on the outside of the rail for controlling the width of tread and the bearing surface belcoween the base of the head and the angle- 7. A railroad rail having substantially standard web and flange and having fishing adapted to employ standard angle bars, and having a head with a narrow tread and sloping side.

8. A railroad rail having substantially standard web and flange portions, and having fishing of a contour adapted to receive standard angle bars, and having a symmetrical head with a narrow tread, the base of the head being wider than said tread.

In witness whereof, I hereunto subscribe my name this 17th day of May, A. D. 1915.

GEORGE IJANGFORD.

five cents each, by addressing the tiommissioner or @atenta, Washington, I). G. 

